Elevator system



' July 10, 1934. Q F CARNEY 1,966,233

ELEVATOR SYSTEM Filed sept. 1o, 1932 :s sheets-sheet 1 tRl:\IRcI Down `csz! E: CUP IRb 6&1 CSI [IRG C Daar.:

INVENTOR JW CharlesF.' Carney., Nwe/L BY l ATTOI` EY WITNESSES:

`luly l0; 1934.

c. F. CARN EY v1,966,233

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July 1o, 1934. C, F, CARNEY 1,966,233

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@Ww I Patented July 10, 1934 ELEVATOR SYSTEM Charles F. Carney, Chicago,lll., assignor to Westinghouse Electric Elevator Company, Chicago, Ill.,a corporation of Illinois Application September 10, 1932, Serial No.632,530 Claims. (Cl. IS7- 29) -My invention relates to elevator systemsand `more particularly to elevator systems having power-operated doorsand gates that open and shut automatically when the cars make stops atthe floor landings.

In many elevator installations, the cars are connected for operation byeither a push-button system or a car-switch system, and a transferswitch or other means is disposed in the car for connecting the car toeither the push-button system or to the car switch system. Thepushbutton system is designed for use by passengers so that the cars maybe operated by them when trailic is light without the use of carattendants. The car-switch system is provided in order that the cars maybe operated by car attendants when traiiic is heavy. Obviously, when thecars yare operated by trained car attendants, the automaticpower-actuated doors and gates may be operated much more rapidly withsafety than when the passengers are operating the cars without carattendants.

Therefore, one of the objects of my invention is to provide a means thatwill automatically cause the car gates to move slowly when the cars arebeing operated by the passengers, and to move rapidly when the cars arebeing operated by the car attendants.

When the doors and gates are being operated" in connection with apush-button system a device is usually provided for delaying thereclosure of the doors for a predetermined period after. they areopened, regardlessof whether or not a button has been pushed to move acar to another oor. Hence, if a passenger steps on the car and pushes abutton to go to another floor, he must wait until the delayed timeperiod expires before the door and gate start to close.

Therefore, I have provided a means by which the passenger may, if hedesires, cause the poweractuated door and gate to start closingimmediately. n

In some instances, the passengers using the push-button system desire tohold the poweractuated doors open for a greater period than providedbythe delaying device.- Therefore, I have provided a means by which apassenger may cause the door and gate to remain open as long as hedesires, and also by means of which he may cause them to stop and reopenafter they have started to close.

Further objects of my invention will in part be obvious and will in partappear hereinafter.

For an illustration of vone of the various forms -my invention may take,reference may be had to the accompanying drawings in which: f

Figure 1 is a view in elevation of the interior of an elevator hatchway,illustrating the hatch- Way doors and also illustrating in section anelevator car disposed in the hatchway;

Fig. 2 illustrates the car switch included in Fig. 1;

Fig. 3 illustrates the arrangement of the conv tact members on atransfer relay embodied in 55 the system, and

Fig. 4 is a straight-line diagram of an elevator system embodying myinvention.

Fig. 5 is an explanatory illustration of the relays in Fig. 4. Theillustration in Fig. 5 shows 70 the relays with their coils and contactmembers disposed on horizontal lines corresponding to their positions inthe straight-line circuit of Fig.

4, so that the reader may readily determine the identification of anyrelay, the number and kind of its contact members and the position ofits 4coil and its Contact members in the straight-line circuit.

Referring more Aparticularly to the drawings, I have illustratedAanelevator car C as suitably suspended in a hatchway 10 by a cable Cawhich Apasses over a hoisting drum D and a sheave 11 to a suitablecounterweight CW. The hoisting y drum D is directly coupled to andoperated by the armature MA of an elevator driving motor M.

A brake 12 is provided for preventing rotation of the hoisting drum Dwhen the hoisting motor is not in operation. The brake l2 is controlledby an electromagnetic coil BM, which when energized, releases the brake.

The car C is provided with a pair of sliding door panels `14 and 15 thatconstitute a door or gate which may be opened when the passengers desireto enter or leave the car.

As a suitable means for opening and closing the car gate I have shown anoperating lever 16 pivotally mounted by means of a bolt 17 upon asupporting base 18, carried on top of the car. The lower end of theoperating lever 16 extends downwardly beside the gate, having its lower100 end connected with the high speed panel 14 by a link 19, and itsmiddle portion connected to the slow speed panel 15 by a link 20. Theposition of the links is such that movement of the lever 16 to open orclose the gate will cause the panels 105 14 and l5 to slide to theiropen or closed positionsv simultaneously.

A motor 22 is mounted upon the supporting base 18 and connected througha worm gear connection 23 to the upper end of the gate operat- 110 inglever 16 in order that the car gate may be opened by operating the motorin one direction and closed by operating the motor in the oppositedirection.

A hatchway door 25 comprising a pair of sliding panels 26 and 27 isprovided for the entrance to the corridor at each floor landing. v

Each of the hatchway doors 25 is provided with its own individual motoroperated unit comprising a plurality of toggle levers 28, 29 and 30 anda motor 31.

A controller CC operated by a control motor 34 is disposed at a suitablepoint, for instance, in the penthouse, for controlling the operation ofthe car gate motor and the hatchway door motors.

The car gate motor, the hatchway door motors and the control motortherefor and levers operated thereby are fully disclosed and describedin the copending application of H. V. McCormick, Serial No. 535,477,filed May 6, 1931, and assigned to the Westinghouse Electric ElevatorCompany, to which application reference may be had for a more detaileddescription.

The coil structure IR of an inductor relay is carried by the car in suchposition that it may successively cooperate with a plurality of armaturemembers 32, disposed along the hatchway, one at each door. forselectively preparing circuits fcr the hatchway door motors.

In Fig. 4 of the drawings, the straight line diagram illustrates acontrol system for the elevator car C. in the diagram the hoisting motorM is shown as of the Variable voltage type wherein the armature MA ofthe motor is connected in loop circuit with the armature G' of agenerator G. The motor is provided with a eld winding MF and thegenerator is provided with a separately excited field Winding GF. Thevariable voltage system for elevator operation is well-known in the art,and, therefore, no further description of it is here given.

The direction and speed of operation of the motor M is suitablycontrolled by controlling the direction and value of the excitationcurrent supplied to the separately excited field .winding GF of thegenerator G.

The direction of the excitation current for the field winding GF may besuitably controlled by means of an up direction relay l and a downdirection relay 2, while the value of the current supplied to the eldwinding GF may be controlled by means of a suitable resistor R1.

The operation of the up direction and the down direction relays 1 and 2and the resistor R1 may be controlled by a passenger operated controlsystem, usually called a push-button system or by a car attendant systemusually called a car switch system. The push-button system is usuallyemployed when trafc is light so the car may be operated by thepassengers without a car attendant. The car switch system is usuallyemployed when traine is heavy and the car should be operated by atrained car attendant.

Inasmuch as push-button systems are wellknown in the art, no furtherexplanation thereof is deemed necessary, but if desired, furtherdetailed information may be secured from the copending application forpatent by L. J. Kinnard, Serial No. 197,279, filed June 8, 1927 andassigned to Westinghouse Electric Elevator Co. The car switch system ishere represented merely in an elemental manner by the car switch Cs.V Itis to be understood that this system is usually supplemented by variousconnections, for

instance, as shown in the application for patent by E. M. Bouton, SerialNo. 731,921, led Aug. 14, 1924, and assigned to the WestinghouseElectric 8i Manufacturing Company.

A transfer switch TS is provided for controlling a relay 56 to connectthe car control sy'stem for operation through the push-button systemwhen desired or through the car switch system when desired.

The switch TS may be disposed in a suitable position in the elevator carwhere it may be readily opened or closed. When switch TS is open, thecar is ready for operation by the passengers through the push-buttonsystem. When switch TS is closed, the car is ready for operation underthe car switch system.

A door operating relay 45 is provided for controlling the operation ofthe car gate and the hatchway doors. The contact members of the relay 45control the operation of the closing relay CR and the opening relay ORin the lower portion of the diagram for effecting the opening andclosing of the car gate and the corresponding hatchway door. Acurrent-limiting resistor R2, for the relay 45, is shown as connected inseries therewith.

An impulse or tirne-delay relay 36 and an associated relay 37 are shownfor controlling the dooroperating relay 45 when the passengers areoperating the car by the push-button system. The relay 36 is providedwith a low resistance shunt 33 which is designed to delay thedeenergization of the relay for a predetermined period after its circuithas been opened to delay the closing of the doors after a call has beenregistered under the push button system.

A suitable warning device such as a buzzer 38A is disposed in the carand connected for operation to warn passengers when the doors are toclose. This buzzer operates only when the car is being operated underthe push button system.

The diagram also includes a special control system 35 for the armatureand eld windings of the car gate motor 22, the hatchway door motors'31and the control motor 34. As shown, the control field motor winding 34E,the car door motor field winding 22E and the hatchway door motor fieldwinding 31E are connected in parallel, and the control motor armature34A, the car door motor armature 22A and the hatch door motor armature31A are connected in parallel, but in series with the field windings,whereby the three motors tend to operate at the same speed. A morecomplete description of their operation is included in the applicationSerial No. 535,477, hereinbefore mentioned.

Suitable resistances R3, R4, R5, R6, R7, R8, R9, R10, R11 and R12 areprovided for controlling the operation of the gate and door operatingmotors.

A door protective relay 41 is connected in series with the car gate andhatchway door interlocks for preventing operation of the car unless thecar gate and the hatchway doors are closed.

The operation of the system is as follows: Assuming that traflic isheavy and that the car is being operated by a car attendant, then thetransfer switch TS will be closed, thereby energizing the transfer relay56 through a circuit extending from a supply conductor L1 throughconductor 42, a transfer relay coil 56 and transfer switch TS to asupply conductor L2.

The energization o f the transfer coil 56 opens its contact members 56a,56h, 56e, 56d, 56e and 56g, and closes its contact members 56g, 56h,56i, 567, 56k, 56m, 561i, and 56p. y

'I'he opening of the contact members 56h and 56e and the closing of thecontact members 56i and 567' on the transfer relay disconnects the upand down directional relays 1 and 2 of the car control system from thepush-button system, and connects them to the car switch system so thatthe car may be operated by an attendant on the car.

The opening of the contact members 56a and the closing of the contactmembers 56h on the transfer relay disconnects the accelerating anddecelerating relay GR from the push button system and connects it to thecar switch system. The closing of the contact members 56k prepares thedoor operator relay 45 for operation by the car switch CS. The openingof the contact members 56g prevents automatic operation of relay 45through relay 3'7. The opening of the contact members 56d disconnectsthe door impulse relay 36 from the push-button system so that it willnot affect the operation of the door operating relay 45 while the car isbeing operated under the car switch system. The opening of the contactmembers 56e and the closing of the contact members 56g, 56m., 561i, and56p so rearrange the connections for the door control motor 34, the cargate motor 22 and hatchway door motor 31 that the gate and door willoperate at high speed while the attendant is operating the car.

Assume now that the car attendant, desiring to start the car downwardly,moves the handle of the car switch CS in a clockwise direction to closethe car gate and the hatchway door. This movement closes the car switchcontact members CSa to energize the door operating relay 45 by a circuitextending from the supply conductor L1 through conductor 43, coil 45,resistor R2, conductors 44 and 46, the contact members CSa and 56k tosupply conductor L2.

The energization of the door operating relay 45 closes its contactmembers 45a, and opens its contact members 45h to energize the doorclosing relay CR through the contact members CC1 of the controller CC(which are closed when door is open) and thereby effect the closing ofthe car door and the hatchway door at the landing where the car isstanding.

The energization of the closing relay CR closes the contact members CRaand CRb in the door system to energize the door motors 34, 22 and 31 toclose the doors, by a circuit extending from the supply conductor L1through a choke coil 50, resistor RX, conductor 51, contact members 56g,in parallel through the eld windings of the motors 341, 22f and 311,contactV members CRa, and thence in parallel through the armatures 34a,22a and 31a and contact members CRb to the supply conductor L2.

The circuit through the armature 22a includes the resistor R4 andapproximately one-half of the resistor R12. The circuit passing throughthe armature 31a includes approximately onehalf of the resistor R12 andthe resistor R11 because the contact members 56e are open, and thecontact members 56p are closed. The tap into the resistor R12 throughthe Contact members 56e is provided to balance the current through thearmature 22A and 31A until they run at approximately the same speed.

As the energized motors 31 and 22 operate to close the car gate andcontrol motor 34 moves the its contact members the hatchway door, thecontroller CC to close CC3 to insert the checking resistor R5 inparallel with the armatures 34a, 22a and 31a. As the controller is movedstill turther by the control motor 34a, the checking resistor R7 isincluded in parallel with the resistor R5 by the closing of the contactmembers CC4 to add the desired checking effect to the gate and doormotors. It will be recalled that the contact members 56m are closed,because the car is operating under the car switch system. As the doorsreach the end of their travel, the controller CC turns to such a pointthat its contact members CC1 in the circuit of the closing relay CR areopened, to deenergize that relay and thereby effect the stopping of thecontrol motor 34, the gate motor 22 and the door motor 31.

Inasmuch as the gate and door interlocks are now closed, the doorprotective relay 41 is energized, thereby closing its contact members41a. and 41b. Thel closing of the contact members 41a prepares thecircuit of the up and down direction switches 1 and 2 for operation andthe closing of the contactmembers 41b closes one gap in the`circuit forthe door operating relay 45 to keep the doors closed while the carisoperating.`

Assuming now that the car attendant moves the car switch further in theclockwise direction to start the car downwardly, the car switch contactmembers CS2 close, thereby completing -a circuit for energizing the downdirection switch 2 extending from supply conductor L1 through conductor54, the contact members 41a, brake switch coil 6, down direction switchcoil 2, the contact members 56j, and the contact members CS2 to supplycon- 110 ductor L2.

The energization of the brake switch coil 6 closes its contact members6b in the circuit of the door operator relay 45, and thereby completes acircuit for maintaining the door operator relay 45 in an energizedcondition to keep the doors closed while the car is running.

The energization of the brake coil 6 also closes its contact members 6a,thereby energizing the brake magnet BM to release the brake 12, topermit lthe operation of the car. This circuit extends from supplyconductor L1, through con; ductor 62, contact members 6a and brakemagnet coil BM to supply conductor L2.

The energization of the down direction switch A coil 2 closes itscontact members 2a and 2b leading to the generator field winding GF,thereby completing a circuit for energizing the field winding to causethe car to start downwardly. This circuit extends from supply conductorL1 through conductor 5'7, the contact members 2a, the generator fieldwinding GF, contact members 2b, and resistance R1 to the supplyconductor L2. The resistance R1 prevents the car from accelerating toorapidly.

Assuming now that the car attendant moves the car switch CS stillfurther in a clockwise direction to increase the speed of the car, thenthe contact members CSd are closed to energize the accelerating relay GRthrough a circuit extending from supply conductor L1 through conductor54, contact members 41a, conductor 58, the coil GR, the contact members56h and the contact ymembers CSd to supply conductor L2. Theenergization of the coil GR closes its contact 145 members GRa, therebyshort-circuiting the resistor Rl from the generator eld GF to increasethe speed of the car.

The energization of the coil GR opens its normally closed contactmembers GRb for energizthe brake switch coil 6 and 105 ing the inductorrelay and thereby prevents the inductor relay IR from operating at anyof the door landings until the car is decelerated to a stop at alanding.

Assume now that the car descends to the first floor. As the car nearsthe first oor, the car attendant moves the car switch CS in acounterclockwise direction to slow down the car. This operation of thecar switch opens its contact members CSd to deenergize the acceleratingrelay GR, which in turn, opens its contact members GRa and reinsertstheresistor Rl in the circuit for the eld winding GF of the generator todecelerate the car.

As the car approaches still nearer the first oor, the car attendantcontinues the movement of the car switch in the counter-clockwisedirection until he opens the contact 1members CS2 to deenergize the downdirection switch coil 2 and the brake switch coil 6 and thereby stop thecar. The deenergization of the down direction switch coil 2 opens itscontact members 2a and 2b, thereby deenergizing the generator fieldwinding GF and stopping the car. At the same time, the deenergization ofthe brake switch coil 6 opens its contact members 6a and therebydeenergizes the brake magnet BM to apply the brake l2 for preventingfurther movement of the car.

The openingT of the car gate and the hatchway door, is effected asfollows: In decelerating the car, the deenergization of the relay GRalso closed its contact members GRZ) and thereby energized the inductorrelay IR on top of the car by a circuit extending from the supplyconductor Ll through conductor 60, contact members GRI), and the coil IRto the supply conductor L2.

As the car approached closely to the first floor, the energized inductorrelay came opposite the armature 32 at the rst iioor landing and oper-lated it to close its contact members IRa and IRb for the purpose ofpreparing a circuit for the hatchway door motor 31M.

As the car stops at the first floor, the car attendant continues themovement of the car switch CS to its center position to open the gateand the door. This movement opens the car switch contact members CSathereby deenergizing the door operator relay 45 to open its contactmembers 45a and close its contact members 45h.

The closing of the contact members 45o energizes the gate and dooropeningrelay coil OR through a circuit extending from supply conductorLl through conductor 63, the contact members 45h, the coil OR and thecontact members CC2 to supply conductor L2. The contact members CC2 areclosed when the door is closed.

The energization of the opening relay OR closes its contact members ORaand ORb to energize the car gate motor 22, the hatch door motor 31M atthe rst oor and their control motor 34, by a circuit extending fromsupply conductor Ll through choke coil 50, resistor RX, conductor 51,contact members 56g, thence in parallel through the eld windings 34j,22]c and Blf, thence through Contact members ORa, then in parallelthrough the armatures 34a, 22a and 31a, and then through the contactmembers ORb to supply conductor L2.

The energization of the door motors and the control motor causes the cargate and the hatchway door at the rst floor to start to open. As thedoors move toward their open position, the checking resistor R8 isplaced in parallel with the armatures 34a, 22a and 31a by the closing'ofthe contact members CC5 on the controller CC, operated by the controlmotor 34.

As the doors continue further toward their full open position, thechecking resistor R10 is placed in parallel with the checking resistorR8 for further controlling the operation of the door motors by theclosing of the contact members CCS on the controller CC to give thedesired checking effect in the opening operation.

As the doors reach their full open position, the controller CC, operatedby the control motor 34, reaches such a position that it opens itscontact members CC2, thereby deenergizing the door opening relay coil ORand bringing the doors to a stop.

It is desirable to check the hatch doors and the car gate in a slightlydifferent manner when they open from that in which they are checked whenthey close. Hence, the provision of the two sets of checking resistors,the one set marked Close controlled by the contact members CCB and CO4for use when the doors close, and the other set marked Open controlledby the contact members CC5 and CCG for use when the doors open.

Let it be assumed now that traffic decreases to such an extent that thecar may be operated safely bythe passengers themselves, without thenecessity of a car attendant. To prepare the elevator for operation bythe passengers, the transfer switch TS is opened, thereby deenergizingthe transfer relay coil 56 for automatically preparing the system foroperation by the passengers through the use of the push-button systeminstead of by the car switch system.

The deenergization of the transfer relay 56 closes its contact members56a, 56h, 56o, 56d, 56e and 56g and opens its contact members 56g, 56h,562, 56j, 56k, 56m, 5611 and 56p. The opening of the contact members561' and 567 disconnects the\up and down direction switch coils l and 2from the car switch system and the closing of the contact members 56hand 56o connects them to the push-button system. The closing of thecontact members 56a and the opening of the contact members 56hdisconnects the accelerating relay GR from the car switch system andconnects it to the push-button system.

The opening of the contact members 56k opens the circuit for the dooroperating relay 45 in such manner that it cannot be closed by the carswitch. The closing of the contact members 56d connects the time delayrelay coil 36 to the push-button system in such a manner that it will,by its contact members 36a, control the associated relay 37 and throughit the operation of the door relay 45.

inasmuch as the car will now be operated solely by the passengers, itwould be dangerous to have the doors operate as fast as when the car wasoperated by the car attendant. 'I'herefore, the door and gate operatingsystem is so arranged that the opening of the contact members 56g, 56m,561i and 56p and the closing of the contact members 56e, will includethe resistors R3, R6 and R9 in the door motor circuits in such manner asto slow down the operation of the doors to a safe speed while the carisbeing operated by the passengers through the pushbutton system.

The resistor R3 decreases the voltage applied to door motors anddecreases the door operating speed. The resistors R6 and R9 increase thechecking resistances to smooth out the slow-down to coincide with lowerrunning speed. The contact member 56e shifts the balancing resistancebetween motor armatures 22A and 31A to suit the new electricalconditions imposed so motors will control the door and the gate insynchronism.

When the car stops at a landing while under operation by a push buttonsystem, the door and gate open and stay open until a new call isregistered on the push button system to move the car to another landing.Upon the registration of a call, the door and gate close automatically,but their closing operation is delayed for a predetermined time afterregistration of a call by the act-ion of the time delay relay 36. ThisrelayA is so connected to the push button system that the relay isenergized whenever the car stands at a landing until a call isregistered. The registration of a call deenergizes the relay 36 but thelow resistance shunt 33 around the relay coil controls the rate of decayof magnetic flux in the relay frame structure and thereby delays itsoperation to delay, in turn, the closing of the door and gate for apredetermined time. l

It is also desirable to warn the passengers when the door and gate areabout to close to prevent their being caught in the doorway. Toaccomplish this I have provided the buzzer 38A in the car to operateduring the predetermined delay in the closing of the door and gate. Thebuzzer is so connected to the push button system as to be energized whena call is registered and to be deenergized by the opening o! the contactmembers 36a when the time delay relay 36 opens upon the expiration ofthe predetermined time delay.

Assume now that a passenger enters the car and operates the push-buttonsystem to move the car to the top floor. The operation of the pushbuttonsystem deenergizes the time delay relay 36, but the effect of the lowresistance shunt 33 causes a predetermined the relay. At the same timethe registration of the call energizes the buzzer coil 38 to warn thepassenger that close, by a circuit extending from supply conductor L2through conductor 65, contact members 36a, coil 38, and the push buttonsystem to supply conductor L2. After thebexpiration of thepredetermineddelay, the relay 36 opens, thereby opening -its contactmembers 36a to stop the buzzer 38 and closing its contact members 36h toenergize the associated relay 37 by a circuit extending from supplyconductor L1 through conductor '15, contact members 36h, the coil 3'1and contact members 56g to the supply conductor L2. The energization ofrelay 3'1 closes its contact members 37a and thereby completes a circuitfor energizing the door operator relay 45 to close the door and gate.This circuit extends from supply conductor L1 through conductor 43, thecoil45, resistor R2, conductors 44 and 66, and the contact members 37ato `supply conductorv L2.

The energization of the door operator relay 45 energizes the doorclosing relay CR, which in turn closes its contact members CRa and CRbto complete the circuit for motor, the car gate motor and the controlmotor, as hereinbeiore described.

However, inasmuch as the transfer relay contact members 56g are nowopen, the circuit for the gate and door motors extends through theresistance R3 instead of through the contact members 56g, therebyreducing the speed of the motors, and causing the hatchway door and thecar gate totravel at a slower speed than they travelled delay in theopening of l the door and gate are about toy tor when the car was beingoperated by the car attendant.

Inasmuch as the transfer relay contact members 56p are open, and thecontact members 56e are closed, the amount of the resistor R12 includedin series with the hatch door armature 31A and that included in serieswith the armature o! the car gate motor 22A is different than the valuesused when the car is manually controlled to balance the door speeds forthe slower operation.

inasmuch as the speed of the door motors has been reduced, the checkingresistance must be changed. Therefore, the opening of the contactmembers 56m is provided to introduce the checking resistor R6 into theclosing operation of the doors and the opening of the contact members56u is provided for introducing the checking resistance R9 into thechecking of the doors when opened.

Bearing this arrangement in mind, as the doors get under way in closing,the checking resistors R5 and R6 are placed in parallel with thearmatures yby the closing of the controller contact members' CCS. As thedoors approach more closely to their fully closed positions, thecontroller contact members CC4 close and include the checking resistorR7 in parallel with the resistor R5 to effect the checking of the doorsin their nn'al closing movement, as desired. As the doors reach theirtroller CC is moved by the control motor to open the contact members CCland close the contact members CC2. The opening oi the contact membersCC1 deenergizes the closing relay circuit CR, which in turn opens itscontact members CRa and CRb, thereby deenergizing and stopping the hatchdoor motor, the car gate motor and the control motor.

"The closing o! the contact members CC2 by the nal movement of the carcontroller CC prepares a circuit for energizing the door opening relayOR when the door and gate are to be again opened.

The operation of the push-button system byv the passenger to move thecar upwardly also completes the circuit for energizing the up directioncoil 1, which circuit extends fromI supply conduc- Ll through conductor54, contact members 41a, brake switch coil 6, up direction coil 1,contact members 56h and the push-button system, to the supply conductorL2.

The energization' of the brake switch coil 6 closes its contact members`6a rto energize the brake magnet BM to release the brake 12. Theenergizaticn of the brake switch coil 6 also opens its contact member 6cand closes its contact member 6b in the circuit for the door operator45, in order to prevent the opening of the gate and door through theoperation of the open pushbutton, and to also complete a circuit formaintaining the gate and door in closed position while the car isrunning.

The energization oi the up direction coil 1 closes its contact members1av and 1b for ener gizing the generator held winding GF to cause thecar to move upwardly. This circuit extends from supply conductor L1through conductor 67, contact members la, the field winding GF, contactmembers 1b, and resistor Rl to the supply conductor L2.

The further action of the push-button system will be to energize theaccelerating relay GR through the circuit extending from the supplyconductor L1 through conductor 54, contact members 41a, conductor 58,the coil GR. conductor 68, the contact members 56a, and the push-buttonsystem to supply conductor L2.

The energization of the accelerating relay coil GR closes its contactmembers GRa to shortcircuit the resistance R1 in the generator eldwinding thereby increasing the speed of the car. The energization of thecoil GR also opens its contact members GRb to prevent energization ofthe inductor relay IR until the car is again decelerated to a stop.

Assuming now that the car closely approaches the upper floor, as the carcomes within the predetermined distance of the floor, the push-buttonsystem operates to deenergize the accelerating relay GR, thereby openingits contact members GRa to reinsert the resistor R1 in the generatorfield winding circuit, thereby decelerating the car. As the cardecelerates, the deenergization of the relay coil GR also closes itscontact members GRb, thereby energizing the inductor relay IR, ashereinbefore described.

As the car approaches still nearer the stop at the top floor, theinductor relay moves to the inductor armature 32 at that floor, andattracts it to close its contact members for preparing a circuit for thehatch door motor at the top floor.

As the car continues its slow down to the top oor, the push-buttonsystem operates to deenergize the up direction coil 1 and the brakeswitch coil 6. The deenergization of the up direction coil 1 opens itscontact members la and 1b to deenergize the generator field winding GF,and stop the car, and the deenergization of the switch coil 6 causes itscontact members 6a to open, thereby deenergizing the brake magnet BM andapplying the brake l2 to stop the car.

The deenergization of the brake switch coil 6 also opens its contactmembers 6b and closes its contact members 6c in the circuit of the dooroperating relay 45.

As the car slows down to stop at the floor the push button system breaksthe buzzer circuit and energizes the relay 36. The energization of relay36 opens its contact members 36h and thereby deenergizes the relay 37 toopen its contact members 37a. This leaves the contact members 6b and 41hin series as the sole means for maintaining'energization of the relaycoil 45. Hence when the car stops at the top oor and the contact members6b open, the door operator relay coil 45 is deenergized to effect theopening of the doors.

The deenergization of the door operating relay 45 opens its contactmembers 45a and closes its contact members 45h. The closing of thecontact members 45h energizes the door opening relay OR, as previouslydescribed, and causes the gate and door to move to their open positions.It is to be remembered, however, that the opening of the contact members56g, 56m, 5611. and 56p, and the closing of the contact by the transferrelay 56 operate somewhat slower by introducing into the door motorcircuits the resistors R3, R6 and R9. v

As described, the delay in the operation of the time delay relay 36causes the doors to be delayed in their closing and effects a buzzerwarning for a predetermined time after the car is conditioned to startby the push-button system. At times, however, it is desirable to keepthe car gate and the hatch door open, even after the predetermined timehas elapsed, for the purpose of waiting for an additional passenger orto facilitate the handling of freight. In order that the door mayLacasse be kept open for any length of time desired after thepush-button system has been operated to move the car, an openpush-button OD is mounted in the car and connected in the circuit of thedoor operator coil 45 in such manner that the coil 45 will beshort-circuited when the button OD is pressed, which in turn preventsthe door closing relay CR from being energized by the closing of thecontact members 45a until the button OD is released.

In order to prevent the operation of the button OD from opening the doorwhile the car is moving, or is energized to move, the contact members 6care disposed in series with the button OD. The contact members 6c areoperated by the brake switch coil 6 and are closed only when the brakeswitch coil is deenergized to eilect the application of the car brake12.

At other times, when the car is being operated as a push-button car bythe passengers, only one passenger enters the car and it is undesirableto remain at the floor untilthe expiration of the normal predeterminedtime delay in the closing of the gate and door. In order to avoid thedelay, a second push-button marked CD has been placed in the car. Ifthis button is closed, it completes a circuit for immediately energizingthe door operator relay 45 to close the gate and the door regardless ofthe delayed action of the time delay relay 36. This circuit extends fromthe supply conductor L1 through conductor 43, coil 45, resistor R2, andthe contact members of button CD to the supply conductor L2.

Therefore, it will be seen that I have provided an elevator system whichmay be safely operated by passengers under a pushbutton system duringlight tramo, and which may be operated by a car attendant during heavytrafilc without any other change than the closing or opening of atransfer switch in the car.

It will also be apparent that the gate and the hatchway doors will beautomatically operated to provide a safe service in accordance withWhether or not the elevator is operated by the push-button system or bythe car switch system. It will further be apparent that the .doors andcar gate may be operated in such manner at any time, as will best suitthe needs of the passengers or the car attendant.`

Furthermore, the system I have disclosed may be applied to automaticelevator control systems of any type and may be advantageously employedin conjunction with the safety door operating system disclosed in PatentNo. 1,822,152, Kinnard and Dunlop, issued Sept. 8, 1931.

Although I have illustrated and described only one specific embodimentof my invention, it is to be understood that many additions thereto andmodifications thereof may be made without departing from the spirit andscope of my invention.

I claim as my invention:

1. In an elevator system means for driving the car past a hatchway door,a pair of control systems for operating the driving means, transfermeans for selectively connecting the control systems to the drivingmeans, means for operating the hatchway door, and means operablyresponsive to operation of the transfer means for conditioning the dooroperating means to operate the door at different rates of speed for thedifferent control systems.

2. In an elevator system embodying a car and means for driving the carpast a hatchway door, a passenger control system, a car attendantcontrol system, transfer means for connecting the embodying a car andpassenger control system to the driving means and disconnecting thecar-attendant control system therefrom when the car is to be operated bythe passengers and for connecting the car-attendant control system tothe driving means and disconnecting the passenger control systemtherefrom when the car is to be operated by the carl attendant, powermeans for operating the hatchway door, and means operably responsive tooperation of the transfer means for conditioning the power means tooperate the door more slowly when the passenger control system is in usethan when the car attendant system is in use.

3. In an elevator system embodying a car and means for driving the carpast a hatchway door, a passenger control system, acar-attendant controlsystem, transfer means for connecting the passenger control system tothe driving means and disconnecting the car-attendant control systemtherefrom when the car is to be operated by the passengers and forconnecting the car-attendant control system to the driving means andisconnecting the passenger control system therefrom when the car is tobe operated by the car attendant, power means operably responsive to theoperation of the car for opening and closing the hatchway door when thecar makes a stop at the door, and means operably responsive to theoperation of the transfer means for conditioning the power means tooperate the door more slowly when the passenger control system is in usethan when the car attendant control system is in use.

4. In an elevator system embodying a car having a gate and means fordriving the car past a hatchway door, a passenger control system, acarattendant control system, transfer means for connecting the passengercontrol system to the driving means and disconnecting the car-attendantcontrol system therefrom when the car is to be operated by passengersand for connecting the car-attendant control system to the driving meansand disconnecting the passenger control system therefrom when the car isto be operated by the car attendant, powerv means operably responsive tothe operation of the car for opening and closing the car gate and thehatchway door when the car makes a stop at the door, and means operablyresponsive to the operation of the transfer means for conditioning thepower means to operate the car gate and the hatchway' door more slowlywhen the passenger control system is in use than when the car attendantcontrol system is in use.

5. In an elevator system embodying a car having a gate and means fordriving the car past a plurality of hatchway doors, a passenger controlsystem, a car-attendant control system, transfer means for connectingthe passenger control system to the driving means and disconnecting thecar attendant control system therefrom when the car is to be operated bythe passengers and for connecting the car-attendant control system tothe driving means' and disconnecting the passenger control systemtherefrom when the car is to be operated by the car attendant, powermeans for operating the car gate, a plurality of door operating powermeans, one for each hatchway door, means operably responsive tooperation of the car in making a stop at a hatchway door for energizingthe gate operating power means and for selectively energizing the dooractuating power means for the hatchway door at which the car stops toopen and close the car gate and that hatchway door, and means operablyresponsive to operation of the transfer means for conditionsponsive tothecar operating means for ing the power means to operate the car gateand the selected hatchway door more slowly when the passenger controlsystem is in use than when the car-attendant control system is in use.

6. In an elevator system embodying a car having a car gate and means foroperating the car in a hatchway having a door for each landing, a

motor operated unit at each door for operating that door, a motoroperated unit for operating the car gateymeans operably responsive tooperation of the car to a stopA at any one of said doors for selectingand preparing a circuit for that door motor and for energizing the cargate motor and the selected door motor to open and close the gate andthe selected door, means operably redelaying the closing of said gateand door for a predetermined time after they are opened, and meansdisposed for operation by a passenger for rendering the delaying meansineffective to thereby permit the prompt closing of said g'ate and doorby the gate and door motors;

'1. In an elevator system embodying a car having a car gate and meansfor operating the car in a hatchway having a door for each landing, amotor operated unit at each door for operating that door, a motoroperated unit for operating the car gate, means operatively responsiveto operation of the car to a stop at ony one of said doors for selectingand preparing a circuit for that door motor and for energizing the cargate motor and the selected door motor to open and close the gate andthe selected door, and means disposed for operation by a passenger fordelaying as long as desired the operation of said motors in closing thegate and selected door.

8. In an elevator system embodying a car and means for driving the .carpast a hatchway door, a passenger control system, a car attendantcontrol system, transfer means for connecting the passenger controlsystem to the driving means and disconnecting the car attendant controlsystem therefrom when the car is to be operated by the passengers andfor connecting the car attendant control system to the driving means anddisconnecting the passenger control system therefrom when the car istobe operated by the car attendant, power means operably responsive to theoperation of the car for opening and closing the hatchway door when thecar makes a stop at the door, means operably responsive to the operationof the transfer means for delaying the closing of the door for apredetermined time when the passenger control system is connected to thedriving means and for disabling the delaying means'when the carattendant control system is connected to the driving means.

9. In an elevator system embodying a car and means for driving the carpast a hatchway door, a passenger control system, a car attendantcontrol system, transfer means for connecting the passenger controlsystem to the driving means and disconnecting the car attendant controlsystem therefrom when the car is to be operated by the passengers andfor connecting the car attendant control system to the driving means anddisconnecting the passenger control system therefrom when the car is tobe operated by the car attendant, power means operably responsive to theoperation of the car for opening and closing the hatchway door when thecar makes a stop at the door, and means operably responsive to theoperation of the transfer means for conditioning the power means tooperate the door more slowly when the passenger control system is in usethan when the car attendant control system is in use and for delayingthe closing of the door for a predetermined time when the passengercontrol system is connected to the driving means and for disabling thedelaying means when the car attendant control system is connected to thedriving means.

10. In an elevator system embodying a car having a gate and means fordriving the car past tendant, power means for operating the car gate, aplurality of door operating power means, one for each hatchway door,means operably responsive to operation of the car in making a stop at ahatchway door for energizing the gate operating power means and forselectively energizing the door actuating power means for the hatchwaydoor at which the car stops to open and close the car gate and thathatchway door for delaying the closing of the car gate'and the selecteddoor for a predetermined time, and means operably responsive to theoperation of the transfer means for rendering-the delaying meanseffective when the passenger control system is connected to the drivingmeans and for rendering the delaying means ineffective when the carattendant control system is connected to the driving means.

CHARLES F. CARNEY.

